Traffic signal multiband process



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United States Patent O 3,121,858 TRAFFIC SIGNAL MULTIBAND PROCESS John K. Masten, 93--20 50th Ave., Elmhurst 73, NX. Filed Feb. 19, 1960, Ser. No. 9,976 19 Claims. (Cl. 340-40) My invention relates particularly to a system or process of controlling vehicular and pedestrian traiiic, for example, urban trafc, although it is employable to crossing road systems generally to control the traiic thereon. It is related to my co-pending application Serial No. 411,912, tiled February 23, 1954, issuing into Patent No. 2,926,332, granted February 23, 1960, application Serial No. 485,935, led February 3, 1955, issuing into Patent No. 2,926,333, granted February 23, 1960, and supplements application Serial No. 9,973, filed February 19, 1960, application Serial No. 9,974, filed February 19, 1960, and application Serial No. 9,975, tiled February-19, 1960.

The objects of my invention are:

To provide basic arterial trame control procedures, operable in major steps of control, to which other signals may be made subordinate.

To provide a process for obtaining multiband systems, which in many employments are benefited by signal controls ascending toward the major positions, but some of which systems have less need for subordinate ascension than others, due to high speed characteristics on long cycles and short major spacings.

To provide a multiband process in which selection may be made from a plurality of tralc bands.

To provide a two-way multiband progressive trafiic signalling process, in which more than one non-stop band may be employed for vehicles of different speeds in the same direction, all progressing constantly.

To set forth two-way, multiband, progressive, traiiic signalling systems to provide an improved control over twoway traic in which one direction of tratlic is predominant.

To present certain fundamental laws of traic-Wise action as related to static sequence and to provide for the physical employment of such laws to the object of processing signalling controls for the expedition of trat-lic.

To provide particular examples of highly distinctive trahie-wise procedures, as related to static sequence, in the processing of a signalling system.

For clarity and ease of understanding and presentment, the figures herein are numbered l, 2, 2A, 3, 3A, 4, 4A, 5, 5A, 6, 6A, 7, 7A, 7B, 8, 8A, 9, 9A, 9B, 9C, 10, 10A, 1l. and 12.

FiG. 12 exemplifies a signal cycling control and circuit for a signal with Go and Stop indications and vice versa Such main signals at numerous crossings, may be set and operated in a given, repeating, synchronized sequence.

PEG. 1 illustrates pre-expediting, progressively regulating signals, by the use of hooked lines, as explained in the legend below, which may also be used in relation t0 other FIGS. 2A to 3A and 7B.

HG2 shows the base of a 1/2 cycle system.

FlG. 2A shows a l/a cycle system in which subordinate signals ascend toward majors, within the distance cycle.

FIGS. 3 to 10 show multiband systems relating to small numbered equations, and time charts are included. All bands in each ligure, relate to the left sequence. These are other than 1/2 cycle major step systems.

FIGS. 3 to 8 followed by a letter, show examples of employment from a selection out of the basic bands. Examples of signal ascension toward basic or major positions and examples of operable cycle splits for the bands exempliiied are also shown.

FlGS. 9 to 9C and FIG. l0, show procedures relating to Fibonacci equations, whereas FIGS. 7 and 8 relate to a counterpart series.

rice

FIG. 1l depicts moving walks, such as may be coordinated to some of the bands, within a multiband system.

FIG. l2 exemplifies a simple circuit for a signalling means to indicate Go and Stop and vice versa to crossing directions in a cycle, such as may be employed at road crossings. The cam l2 may be set to drop lever 24 onto contact 36, to energize the vertical Go indication V, G at a particular division of the cycle desired. The cam l2 is also adjustable as to span at 34 to control the opposite phase of the cycle, and the timing for the crossing iiov/ of tratiic. This division of the signalling cycle is referred to herein as the split In `some of the diagrams, this split was exemplified, for convenience, to be 5/4 of the cycle for horizontal flow and roughly 1%.; for Vertical iiow, in which event the span of the cam could be 5/24 of the circle. As the cam l2 is revolved, it raises lever 24 onto contact 35 to energize the horizontal Go indication H, G at the particular division of the cycle desired. Uniform signalling at different crossings, as generally shown in most iigures, is not a requirement, since the precessing of an indication does not interrupt progression. The number 34 on the cam indicates that the cam may be adjusted to become larger or smaller. Go indications are crossed by Stop indications, on opposite phases of the cycle, as indicated by V, S for vertical Stop, and H, S for horizontal top. es',

The more advanced signalling apparatus now in use still includes the traditional Go and Stop signals and vice versa to crossing directions, and may of course be employed instead, since signal cycles may be set to begin and repeat at intervals as selected, and the cycle may also be split or divided as to crossing directions, in conventional apparatus.

ln relating the FIG. l2 to other iigures, signalling may be repeated in a cycle at the division in a time cycle as indicated at an intersection. lf the Go and Stop cycling is understood, it is not necessary to understand the electrical circuits and'mechanism of a signal, since hand signalling in prescribed sequential timing may suiiice in the process.

Whether the signalling cycle is divided into parts or not, may depend upon the scale employed in an apparatus, and further, the most convenient scale may vary with the process and the requirements of a location. The basic characteristics of a system are usually best revealed in lowest term ratios and small numbers, and for this reason, these have generally been adhered to in relation to major steps of signalling sequence. For example, if G0 signals are operated to follow one another in 4/7 steps of the time cycle, then this expression is more quickly revealing than the same fraction expressed as a percentage, although different scales may be used and reconciled.

The fractional setting of sequence, from major to major, should not be confused with the fractional setting of the split in the time cycle, to crossing directions at an intersection. lt will be shown that progression relates to both.

The main signals at the different intersections may all be driven at the same speed by constant speed motors or timers and may be connected, for example, to a common alternating current electrical line, as at P S. in FlG. 12. Other indications, such as amber, may of course be ineluded.

FlG. 1 shows subordinate signals ascending progressively toward majors. Subordinate controls may be saidto be regulatory to traffic in one direction, but receptive rather than regulatory to the opposite flow of traliic, since the indications may be green long before progressing traftic arrives. Provision is made so that additional auxiliary signals may also give a progressive indication at subordinate positions it desired, by showing a Slow signal up to the moment when the progressive trafc is due, and then expiring into Green, thus to pre-expedite or relieve pentup traffic, yet still progressively regulate or guide additional non-stop traihc. Preexpediting auxiliaries are optional and are shown by the indication of hooked lines which extend from the Stop bars in the legend. Such signals indicating, for example, Slow, generally face only in one direction as indicated by the direction from which the hooked line turns. Points of progression and intervals of pre-expedition are shown in the legend, which may also be used with other iigures having similar indications, to provide better control in small block areas than that provided by signals operating together in 1A. cycle banks, and further provides for the control of predominant traftic. The traic bands represented by parallel diagonal lines are shown supplemented by branch lines which represent the ow of pre-expedited traiIic, first accelerating and then joining the through platoons.

FIG. 2 shows the basic relation of a 1/2 cycle system. The equation i+1 indicates the ratio of opposite major sequences, in a 2 major step system.

FIG. 2A exemplifies one way in which signals may be made to ascend toward the 1/2 cycle steps within the distance cycle, to provide better control in small block areas than that provided by signals operating together in 1/2 cycle banks, and further provides for the control of predominant traiiic.

The term Band or Flow band as used herein, refers to a time and distance interval for tratlic progressing through Go signals. The term platoon elates to the said distance interval. For example, a platoon of vehicles 3 blocks long may progress through a wave of green signals 3 blocks long. The time interval of the band relates to the length of time available for the same platoon to progress through a given point. Diagonal lines across time charts are sometimes used to direct attention to particular iiow bands.

The term multiband herein means more than one progressive traiiic band, in at least one direction within the signalling time or distance cycle.

A predominant control characteristic is generally inherent in a multiband system. This may be iiexed by subordinate ascension. It may also be altered by the split of the cycle.

Many characteristics in common exist in the multiband FIGS. 3 to 10. f

In FIGS. 3 to 9, 3A to 9A and 7B, the vertical line to the left shows a road with crossing streets. The numbers to the right of the road indicate major signalling sequences. These numbers may also be used as numerators to the denominator shown at the top of the road and to which the control system is keyed, denoting sequence or fractional steps of the time cycle.

In the orderly and regular relationship of counterwise cyclical flows, whether in a circle or a straight line, two sequential characteristics exist in the passing (or nonpassing) of vehicular groups, or the sequencing of signais. The terms Mechanical Plan and Adjacent Differential have herein been assigned for purposes of characterization and reference. (See for example the upper left notations of FIG. 6). These relations exist in all true sequential tratiic systems, including the 1/2 cycle systems, but come to light particularly in multiband systems, since more than two major sequential positions are inherent within a repetitive span.

An adjacent differential equation, so termed herein, and marked AD, is sometimes shown at the top of the road for example, to the left of the unsufiixed figures up to FIG. l0. This is a lowest term whole number expression, denoting the diiierence between adjacent major sequential numbers, in the direction indicated by the arrows, taking into consideration the jumping of the time cycle. For example, in FIG. 7, on the road to the left, having a distance cycle of 7 positions, a difference of 3 (or 3/1) shows downwardly between numbers, and 4 (or 4/7) upwardly, thus the AD ratio is 3 to 4. A mechanical plan equation, designated MP, so termed herein, adding to equivalent AD sums, is also useful in denoting the number of steps from the top of the cycle to ,1 in each direction and from l to 2 and 2 to 3, continuing this manner. For example, on the same road, 5 steps down and 2 steps up, show rom 7 to l, or 1 to 2 or 2 to 3 or beyond to 4 continuing in like manner. Thus the MP ratio is 5 to 2, or 5/1 to /7. The relation of an MP to an AD ratio is not arbitrary, since each MP ratio has a particular AD relation. This is dealt with in greater detail in connection with FIG. l0, but is an inherent relationship, regardless of equation, and may be considered in relation to all other MP equations.

In FIGS. 3 to 9 the diagonal lines of the time chart show the ow bands obtainable from the basic control sequence on the road to the left, by setting the split in the signalling time cycle, in relation to the higher T number of the flow bands selected for main employment. The T numbers denote the number of such bands within the Time cycle and indicate the number of platoons per time cycle to pass a given point. The D numbers denote the number of iiow bands within the Distance cycle, if a system is so extended, and indicate the number of platoons which may exist within a distance cycle. For example, the designation of 2T indicates that 2 such flow bands are obtained and may be inserted in parallel if desired.

T/D values, employed as fractions, serve the further special purpose of providing comparative speed relations of the different bands.

In setting the split of the cycle to traffic of crossing directions, the cycle should be more than the major Stop interval along the road, times the higher T number of the two bands selected for main employment. All lower bands are then automatically open.

Two time cycle spans are shown in these FIGS. 3 to 9 as an aid to the quick sighting of a systems character. The flow bands going down are shown in a iirst time cycle span, and the ones going up, in the second time cycle span, in order to reveal the alternating properties of the later iigures, and also to avoid the confusion of great numbers of crossing lines in systems of higher equation numbers. Only FIG. 9A crowds all principal flow bands of a particular equation into one diagram. It illustrates the kind of information conveyed by the unsufixed figures.

In each of the FIGS. 3 to 8, two of the iiow bands are cheekmarked to indicate that the gure above, bearing the suiiix A, exemplifies an employment of those two bands especially. However, the unchecked bands are operable under the cycle-splitting step already set forth.

Accordingly, FIGS. 3A to 8A show examples of employing the checked bands. Major step sequences in the cycling of the signals, are again shown to the right of the road. Subordinate steps are shown randomly be tween, ascending in time-distance relation toward the majors. In this way, the signals are grouped in relation to major steps. The employment is exemplified in relation to critical conditions where blocks may be small and closely signalized, and the roadway wide and heavily travelled. Some regularity is shown, so that the basic relations may be more easily sighted and comparisons made. However, regularity is not the rule in most arteries, and ascension toward major steps especially, need not be regular or numerous.

On the contrary, platoon lengths may be increased, or the cycle and speed may be quickened, or crossing intervals may be lengthened, through elimination of crossings at the outskirts of each group. Moreover, irregular spac ing of subordinate ascending signals is not of the usual concern, since the main time-distance settings are regulatory in one direction.

In FIGS. 3A to 8A, the horizontal bars denote Stop indications along the road and Go indications fall between the bars, and vice versa to the indications across the road. Other warning signals such as amber, generally used, may

be considered as part of the Go spans. The horizontal hooked lines, sometimes attached to the bars, denote preexpediting, non-stop regulating indications, facing in one direction, so as to guide traflic in the direction of the band in line with the forward end of the hook. These are shown only on some crossings, so as not to obscure the major sequences and subordinate groupings, but may be used where desired. The diagonal lines show the rlow bands within the time cycle and also the distance cycle, and it may be seen that these agree with the T and D numbers checkmarked in the unsuflixed ligure. Again, in the suiiixed figures above, a time cycle and a distance cycle are contained within the heavily lined oblong or square, for the quick sighting of the numbers of bands. As the bands exist in T numbers within the time cycle they are marked with arrows along the heavy horizontal line, and as they exist in D numbers within the distance cycle, they are marked with arrows along the heavy vertical line. Dotted lines extending from the bars exemplify practical extension of Stop intervals according to position in relation to major steps.

Since lower band employments are the easiest to understand, because the speeds of successive major cycling and the speeds of traihc correspond with each other, even though opposite speeds are generally diflerent and D bands high in number, only one example is shown in further detail in FIG. 7B. However, lower band employments are as broad as the choice in opposite speeds, and the lower bands as shown in the unsuflixed iigures 3 to 9 exemplify their character.

FIGS. 3A to 8A include the special use of higher bands and the split is an essential part of the control.

Predominance is not only controlled by ascension, but is inherently different according to the multiband equation employed and the particular bands selected for the main operations.

Different ways of evaluating and comparing multiband procedures suggest themselves in analysis of the iigures, however, the recommended basis remains that of speed times the progressive saturation percentage, which may be modified slightly where the platoons are short and of greater number.

Predominance in low band, purely major step employments, is comparatively more obvious than in upper bands since the percentage of the roadway occupiable by progressing vehicles is potentially similar in opposite directions, despite the different number of platoons per distance cycle. Thus, the diiierent speeds of the two directions indicates also the basic predominant relationship, which may be further regulated through ascension.

Predominance in use of the upper bands is more involved and may be varied by the equation, the proportionate split and sometimes the family to which it belongs, even in the selection of opposite speeds which are alike or nearly alike, and again this may be further regulated through signalling ascension. v

The relation of subordinate signals to major signals is one of timing and does not connote a physical difference in the structure of the signal.

ln the unsuiiixedFlGS. 3 to 9, the Stop indication intervals along the road as shown by dots on the time chart, are not yet extended. ln all cases bands of dierent speeds are shown. As the Stop intervals are made longer, the higher, faster bands are the iirst to become restricted.

Attention is directed to the unsuiiixed FlGS. 3 to l0, which exemplify basic major signalling sequences having multiband characteristics, that is to say, more than one liow band in at least one of the two directions.

FIGS. 3 to 5, in the direction of long platoon control, employ equations out of the l/iz family, it being an even number as 1A, 1/5 and 1A; in FIGS. 3, 4 and 5 respectively. Such equations among others, include bands of opposite like progressive speed, reducing the need for sign posting.

FIG. 3 shows a 1A cycle major step, multiband sequential system, by the road and numbers at the left side,

which numbers may be read as a major signal cycling sequence or as the numerators over quarters of the cycle, at which the signalling cycles can be set to repeat. The lowest term whole number, adjacent differential expression AD, shows the number 3 pointing down, and l pointing up, totaling 4, indicating that the downward steps are in 3A of the time cycle and the upward steps in 1A of the cycle. AD and MP equations are alike in this instance as with other 1/ n systems and certain others, however, the full mechanical plan relations need not come into play unless extensive areas are traversed. The relationship is inherent. The downward bands are shown in a separate cycle from the upward, mainly for the purpose of quickly sighting certain characteristics of the system and for the comparing of one system with another. Two bands are checked olf for the purpose of further illustration, namely, those marked 2T, 2D and 1T, 1D.

Accordingly, FIG. 3A shows an example of the checked bands which provide like-speed flows in opposite directions, on certain splits of the cycle. However, these bands are not alike. Within lthe time and distance cycle outlined by the heavily lined oblong, it will be seen that in the downward direction there may exist 2 platoons within the distance cycle, in vertical relation, `and also that Z platoons may pass a given point within a time cycle as indicated in the horizontal relation, conforming with the identification 2D, 2T, below. Only one long platoon is shown in the upward direction, conforming with the identification of iT, 1D. The higher T number, in this instance 2T, indicates that the cycle must exceed twice the time allowed for the arterial Stop indication at major signal positions and greater lengths when subordinatesignals ascend toward majors.

The different ilow bands come into use in relation to the cycle split and automatically include all those below the highest one made operative, in all multiband systems.

Thus, in addition to the up and down bands illustrated in PlG. 3A, downward flows at 1/3 normal system speed are also coordinated as shown by the 1T, r3D diagonal in FlG.- 3.

In FIG. 3A, majors are shown at il, 6, l2, 18, 24 and El) streets. The signalling sequence at which the major signals repeat their entire cycle are shown to the right of the street. These numbers may `also be read in quarters.

Subordinate signals are setto ascend toward majors in time-distance steps and repeat their cycles of the same length accordingly. These are indicated between majors. The black b-ars denote the length of the' arterial Stop indication exempliiied.

The time divisions shown horizontally at the base, are 4also in Mrs, and a further division is shown for convenience, in 144 divisions, which may be considered also in terms of seconds if desired, in which event, the split to Stop along the road is shown at about 30 seconds.

The length of the predominant platoons may be cornpared with those of the non-predominant direction, by observing the traffic bands. ln the upward direction at a given crossing, one platoon per time cycle may be of a length equivalent to 13 short blocks, in the example of FIG. 3A, whereas two 3 block platoons could pass in the down direction. These relations may bevaried and regulated.

Predominance can be controlled by changing the degree of ascension which changes the off-center relation within a group. This may be accomplished as shown at l0 and 2.2 streets by shifting the signal setting to coordinate with the next adjacent group as shown by' substitution of the unfilled bars in place of those filled, in settingA the Stop indications and the cycling yalong the road. Shifts may be made in greater number and either direction.

By increasing ascension, flow is increased in that direc- Y tion. For example, substitution of the unfilled bars increases downward `flow. Therefore, ascension may `also be regulated by small shifts of all ascending signals in one direction, to shift the position ofl latest a censionpoint within the group. This can be done without restricting the forward end of any platoon, by always resetting selected signals, to occur earlier in time, rather than later.

Where majors stand alone or ywhere the groups are smaller as exemplified above 15 street, the bands become wider and the platoons longer, or crossing traffic may be provided with greater time intervals.

Pre-expediting regulators are shown at 9 street and below, but may be extended upward. These need not always be continuous with Stop indications, as shown where the bands exceed l in the time cycle.

For purposes of comparison, FIG. 3A also exemplies the following comparable relations:

30 seconds to arterial Stop on 5%24 split. 144 seconds to the time cycle.

li@ mile per major step.

30 miles per hour in both directions.

FIG. 4 shows a 1/6 cycle major step, multiband system, =by the road and numbers to the left side, which may be read as a major signal cycling sequence or as the numerators over 6th divisions of the cycle, at which the signaling cy'cles can be set to repeat. The lowest term adjacent diierential expression designated AD, shows the number 5 pointing down and 1 pointing up, totalling 6, indicating that the downward steps are in Vs of the time cycle and the upward steps in 1/6 of the time cycle. Again, the Stop indicat-ion intervals shown by dots on the time chart, are not extended, and the bands of diierent speeds are shown. `As the Stop intervals are made longer, the higher bands are the first to become restricted. Two bands of the same speed are eheckmarked for further illustration in FIG. 4A, namely, those marked 3T, 3D and 1T, 1D.

Accordingly, FIG. 4A shows an example of the checked bands which provide like-speed flows in opposite directions, on certain splits of the cycle. However, again, these bands are not alike. Within the time and distance cycle outlined by the heavily lined oblong, it will be seen that in the downward direction there may exist 3 platoons Within the distance cycle, in vertical relation, where the system is of such length, and also that 3 platoons may pass a given point within a time cycle as indicated in the horizontal relation, conforming with the identification 3D and 6T in the unsuttixed tigure below. Only one long platoon is obtained n the upward direction, conforming with the identification of 1T, 1D. The higher T number, in this instance 3T, indicates that the cycle must exceed 3 times the interval allowed for the Stop signals at major signal positions, and greater lengths when subordinate signals ascend toward majors.

The more restricted the split to Stop intervals, the more -bands coming into operation, at speed ratios proportionate to T /D ratios in FIG. 4.

In FIG. 4A, majors are shown by the numbers 1 to 6 at the right of lthe road, corresponding with lthe same in FIG. 4, and again indicate the signalling sequence at which the signals repeat their entire cycle. These numbers may also be read in 6ths of a time cy'cle. Subordinate signals lare again set to ascend in relation to majors, in time-distance steps, and repeat their cycles of the same length accordingly.

The time divisions shown horizontally at the base, are also in M5 divisions, and a further division is shown for convenience, in 144 parts, which may be considered also in terms of seconds if desired, in which event, the split to Stop along the road is shown at about 30 seconds.

The length of the predominant platoons may be compared with those of the non-predominant direction, by observing the traffic bands. In the upward direction at a given crossing, one platoon per time cycle may be of a length equivalent to 14 short blocks, at the indicated setting, in the example of FIG. 4A, whereas three 2 block platoons could pass in the downward direction, which relation'would shift by resetting the moment at which the signals at 3, 7, 11, 15 and 19 streets begin their entire cycle. The earlier setting increases the predominant upward flow; the later setting increases the non-predominant downward flow.

Predominance can otherwise be controlled by shifting the ott-center relation of the signals within a group, by changing the degree of ascension as elsewhere explained.

Pre-expediting regulators are shown at 17 street, but may be used when and where desired, conforming to the bands as exemplified.

For purposes of comparison, FIG. 4A also exemplifies the following relations, similar to some of the other figures.

30 seconds to arterial Stop on 5/4 split. 144 seconds to the time cycle.

elf/0 mile per major step.

30 miles per hour in both directions.

FIG. 5 shows a Ms cycle major step, multi-band systern, by the road and numbers to the left side, which may be read as a major signal cycling sequence or as the numerators over 8th divisions of the time cycle, at which the signaling cycle can be set to repeat. The lowest term adjacent differential expression designated AD at the top of the road, shows the number 7 pointing down and 1 pointing up, totaling 8, indicating that the downward steps are in 7/s of a time cycle and the upward steps in 1A; of the time cycle. The different speed traffic bands and their numerical relationships within the time cycle and repetitive span, are shown by the designations T and D. Two bands of the same speed are check marked for further illustration in FIG. 5A, namely, those marked 4T, 4D and 1T, 1D.

Accordingly, in the FIG. 5A, within the heavy oblong of the time chart, it may be seen that one upward trafIic band is obtained horizontally across the time cycle, and vertically within the distance cycle. In the downward direction, four very narrow bands are obtained in both the time and distance cycle. These are the bands of like speed. The bands of the higher T number, in this instance 4, indicate that the cycle must exceed 4 times the interval allowed for the Stop indications at major signal positions. Since this also means that the arterial tlows are greatly favored over cross flows, systems of lower equation number, or low band systems as later set forth should be considered, where tiows across the road are also heavy.

Tratiic traveling at speeds of lower bands than that of the main selection, is passed, in the direction of the numerous narrow bands. Faster tratiic in this direction may also be passed by reducing the Stop interval in accordance with the stated rule.

In FIG. 5A, majors are -shown by the numbers 1 to 8 at the right of the road, corresponding with the same positions in FIG. 5, and these again indicate the signaling sequence at which the signals repeat their entire cycle. These numbers may also be read in Sths of a time cycle.

The time divisions shown at the base, are also in ls divisions of the time cycle, and a further division is shown for convenience, in 144 parts, which may be considered also in terms of seconds if desired, in which event, the split to Stop along the road is shown at about 30 seconds.

That predominance is affected in part, by the split of the cycle to Go and Stop, is especially apparent in this FIG. 5A, since further restriction upon the Stop phase expands 4 narrow bands but only l wide band. Accordingly, in all except the lowest band employmcnts in other multi-band systems, the etect of the split upon predominance should not be overlooked.

In the FIG. 5A above 12 street the crossings are spaced more distantly in major step positions. Pre-expediting regulators may be confined to one direction, in such eases, as shown at 27, 39 and 33 streets, which relationship may be employed downward along the tratiic bands where desired. Below 12 street, they may also be employed along the upward band at subordinate signals.

For purposes of comparison, FIG. A again exemplifies the following relations, similar to some of the other iigures:

30 seconds to arterial Stop on 5724 split. 144 seconds to the time cycle.

3/0 mile per major step.

30 miles per hour in both directions.

It was shown above, in FIGS. 3, 4 and 5, that in the use of l/ n equations, a plurality of different speed trafic bands are obtainable in one direction at a time. Other equations provide a plurality of bands in both directions. Some of these in particular are distinctive.

FIG. 6 shows a 7/12 cycle, major step, multiband system, by the road and numbers to the left side, which may be read as a major signal cycling sequence or as the numerators over 12ths of the cycle, at which divisions in time, the signaling cycles can be set to repeat. The lowest term adjacent differential expression designated AD, shows the number 5 pointing down and the number 7 pointing up, totaling 12, indicating that the downward steps are in 5/12 of the time cycle, and the upward steps in 7/12. In the downward direction, 5 may be added continually to derive the following number, sometimes jumping the unit number of l2. In the same manner, 7 may be added upwardly. The lowest term mechanical plan numbers MP are, in this instance, the same. Accordingly, in a downward direction, there may be 5 steps from 12 to 1, and 1 to 2, and 7 steps upward. Unless the system is very long, the MP relationship is less prominent than the AD. Points from which Stop signals may be extended are again shown by dots on the time chart, and prominent bands are again drawn through these points in a diagonal manner. Both the lower bands and those check-marked are within usable range for the purpose at hand. Two bands of the saine speed, namely those marked 3T, 3D and 2T, 2D, are checked for further illustration in FIG. 6A.

Accordingly, FIG. 6A exemplifies an employment of the checked bands which provide like-speed flows in opposite directions, on certain splits of the cycle. However, again, these bands are not alike. Within the time and distance cycle outlined by the heavily lined oblong, it will be seen that -in the downward direction, there may exist 3 platoons within the distance cycle in vertical relation, where the system is of sufficient length, and also that 3 platoons may pass a given point within a time cycle as indicated in horizontal relation, conforming with the identification 3D and 3T in the unsuixed figure beneath it. In the upward direction the bands are 2 and 2 in the time and distance cycles respectively. The higher T number, in this instance 3T, indicates that the cycle must exceed 3 times the interval allowed for the Stop signal at major signal positions, and greater lengths when subordinate signals ascend toward majors.

In FIG. 6A, majors are shown by the numbers 1 to 12 at the right of the road, corresponding with the same in FIG. 6, and again indie-ate signaling sequence at which the signals repeat their entire cycle. These numbers may also be read in l2ths of a time cycle. Subordinate signals are again set to ascend in relation to majors, in timedistance steps, and repeat their cycles of the same length accordingly. Y

The time divisions shown horizontally at the base, are also in 12 divisions, and a further division is shown for convenience, in 144 parts, which may be considered also in terms of seconds if desired, in which event, the split to Stop along the road is exemplified at about 30 seconds.

yPredominant traic may best be expedited in the direction of the fewer bands, as exemplified in the upward direction. The system may be reversed.

Predominance may further be controlled by shifting the off-center relation of the signals within a group, by changing the degree of ascension. This is illustrated by the arrows extending from both sides of the Stop indications at l, 3, 5, 7 an-d 9 streets, to show that setting these signals forward or backward in time, changes band Width or platoon length. This type of adjustment, though quite simple, temporarily affects the front end of the platoons in one direction and the back end in the other. However, predominance may be changed Without affecting the front "end of the platoons, by always resetting either the subordinate signals or the majors, to repeat their cycle earlier in time, aligning sequential ascension for either up traffic or down trafiic. `In other words, group alignment is regulated by earlier settings, and this may even change the relative position of majors and subordinates. The type of shift shown -in FIG. 7B may :also be considered, in which event the end result is substantially the same. The choice is according to the manner which is the least disruptive to the immediate flow of traihc, in the circumstance at hand.

In FIG. 6A, pre-expediting regulators are shown at 26 and. 2S street, aligned and set in conformity with the bands. Again these may be employed when and where desired.

For purposes of comparison, FIG. 6A also exemplifies the following relations, similar to some of the other figures:

30 seconds -to arterial Stop on V24 split. 144 seconds to the time cycle.

2/0 mile per major step.

30 miles per hour in both directions.

In the FIG. 6, the lower bands show a speed ratio of 7 to 5. The same major sequence to the left, with adequately spaced majors and a quicker cycle if desired, may be employed to fulfill a very different set of requirements. Lower band employments are explained separately in relation to the FIG. 7B.

yIn the systems herebefore, some of the bands possessed an unequal speed relation, but those of eq-ual speed were dealt with in detail. In the systems to follow, the prominent bands possess an unequal speed relationship as may be quickly sighted by T/D fractions. Since arteries generally lead to and from a city, control over predominance is important. It has already been pointed out that predominant ilows may be favored in more than one manner. Systems which progress traffic faster in one direction than the other, provide an additional means of obtaining predominant trafiic expedition. All lower band employments of multiband equations are of unequal speed and provide predominance in the `faster direction. tain upper band employments in particular are worth stressing.

FIGS. 7 and 8, including the suflixed FIGURES 7A and 7B and `SA which exemplify a few of the employments obtainable from these two sequential systems, relate to a distinctive lfamily of equations. Some of the characteristics of this group are illustrated in part, through those figures. The adjacent differential equations AD were selected from adjacent numbers out of the distinctive summation progression 2, 1, 3, 4, 7, 11, 18, 29, continuing, with any two numbers adding to that which follows. This series is a counterpart to the Fibonacci series ldealt with later. Since very low number equations belong to 4the l/n series, the Fibonacci series, and the counterpart series, in some overlapping relation, the characteristics of the counterpart series have been found to be fairly well presented in use of the higher AD equations 3-j-4=7 land 7+4=l1. It has been determined that in the use of upper bands obtained by such sequential systems, that a high degree of predominance may be favored and that in the use of subordinate signals ascending toward majors, a high degree of overall eficiency may be secured under very unequal opposite loads. In other Cer- 1 1 predominant control through signal ascension is made more extreme.

-ln systems of this counterpart series, both the numbers of this series and those of the Fibonacci series, turn up in the numerical relation of the traffic bands, in inverse order. Platoons of trafc to pass a given point, may be as the T numbers of the Fibonacci series, to the point of break; whereas the platoons within a distance cycle, may be as the D numbers of the counterpart series. Accordingly, FIG. 7 shows reciprocating T and D numbers in the prominent band, inverse order of:

T1 1 2 3=Fibonacci series. D4 3 1 2=Counterpart series.

And the FIG. 8 shows prominent bands in the inverse order of:

T1 1 2 3 S=Fibonacci series. D7 4 3 1 2=Counterpart series.

As in other cases, the two highest D numbers are identical with the adjacent differential equation AD. As the AD equation employed out of the counterpart series becomes higher, the T numbers increase in Fibonacci relation, and the D numbers increase in relation to the counterpart series, both series in a reciprocating summation relation, connoting alternating directional properties.

FIG. 7 shows a 4/7 cycle major step, multi-band system, over a repetitive span distance, by the road and numbers to the left side, which may be read as a major signal cycling sequence or as the numerators over 7ths of the cycle, at which the signaling cycles can be set to repeat. The lowest term adjacent differential expression designated AD, shows the number 3 pointing down and 4 pointing up, totaling 7, indicating that the downward steps are in 3/7 of the time cycle and the upward steps in 4/7. In the downward direction, 3 may be added continually to derive the following number, sometimes jumping the unit number of 7. In the same manner, 4 may be added upwardly. The mechanical plan equation in this category comprises alternate numbers of the Fibonacci progression, relates to the highest bands, and in this instance is 5 steps down and 2 steps up, adding of course to the unit number of 7 and coming clearly to View in extended systems.

Points from which Stop signals may be extended are again shown by dots on the time chart and prominent bands are again drawn through these points in a diagonal manner. Since the speed ratio of the lower bands is 4 to 3, these fall Within a useful range and spacings can be expanded for such an employment if desired. Such an employment is exemplified in FIG. 7B. The higher bands are also of unequal speeds, and those marked 3T, 2D and 2T, 1D are check-marked for further illustration in FIG. 7A.

Accordingly, FIG. 7A exemplifies an employment of the checked bands, which provide fiows of unlike speeds in opposite directions, on certain splits of the cycle. Within the time and distance cycle outlined by the heavily lined square in the time chart, it will be seen that in the downward direction, there may exist 2 platoons within the distance cycle or repetitive span, in vertical relation, where the system is of sufiicient length, and also that 3 platoons may pass a given point within a time cycle, as indicated in horizontal relation, conforming with the identiiication 2D, 3T in the unsufiixed figure beneath it. In the upward direction the bands are 1 and 2 in distance and time cycles respectively. The higher T number to which the system is keyed, in this instance 3, indicates that the cycle must exceed 3 times the interval allowed for the Stop indication at major signal positions and greater length when subordinate signals ascend toward majors.

In FIG. 7A, majors are shown by the numbers 1 to 7 at the right of the road, corresponding with the same in FIG. 7, but extended beyond a single repetitive span.

These again indicate the signaling sequence at which the major position signals repeat their entire cycle. These numbers may also be read in 7ths of a time cycle. Subordinate signals may again be set to ascend in relation to majors, in time-distance steps, and repeat their cycles of the same length accordingly. It may be seen that in upper band employments, especially those in which higher unit numbers are used, majors may come closer together, and thus ascending subordinates are less likely to be used.

The time divisions shown horizontally at the base are also in 7 divisions, and a further division is shown for convenience, in parts, divisible by 7 and close to the number 144 used herebefore. Considering the 140 parts in terms of seconds, the split to Stop along the road may be considered at about 30 seconds once again, since this is a fairly common interval across fairly wide roads.

Predominant traffic may best be expedited in the direction of the fewer bands, as exemplified in the upward direction, not only because of the longer platoons and combined total length, but also because of the faster flow. The T /D ratios of 3/2 to 2/1 checked below, equals 3 to 4, and this speed ratio in the down and up fiows may be confirmed in the time chart. A reversal of the sequence would reverse the control of predominance.

Predominance may further be controlled by shifting the off-center relation of the signals within a group, by changing the degree or direction of ascension. This is illustrated by the dotted line extension at 3 and 5 streets, in which the signaling cycle may be shifted forward or backward to the extent of the dotted line. Or substitution of the unfilled Stop intervals in place of the solid bars would also reverse the direction of ascension, making the upward platoons longer, and the downward platoons shorter. Only major signal positions are shown above 6 street, but subordinate signals may be employed between them, and majors may be omitted where spacings are not equidistant, as in the other employments.

The settings for pre-expediting regulators, to provide .even greater guidance to trafiic, are exemplified at 13 and 2t) streets, and are aligned in conformity with the bands of .both directions. These may be used throughout.

For purposes of comparison, FIG. 7A exemplifies the following relations, which are slightly different from those of the FIGS. 2A to 6A:

30 seconds to arterial Stop on 5/24 split.

14() seconds to the time cycle.

1120 mile per major step.

36 miles per hour for long, fast platoons.

27 miles per hour for short, slower platoons in the opposite direction.

FIG. 7B exemplifies a lower band employment out of the FIG. 7. The speed ratio of these two lower bands is 4 to 3, but if unadjusted as to spacing as in the FIG. 6, the speeds would be extremely slow as compared to the upper bands. Therefore, the cycle is quickened or major steps are made greater in distance, or both, to provide the speed desired. In the FIG. 7B, it may be seen by the major sequential steps to the right of the road, that the majors are distantly spaced, to the extent that a repetitive span is not included in the drawing. Major spacings in lower band employments generally approximate those of the 1/2 cycle systems. Where fewer subordinate signals are employed, quicker cycles for a giv-c'n duration of arterial Stop may be of value, especially where heavy cross trafiic is involved.

The signals from 0 to 2G street are shown in close proximity. Pre-expediting regulators are also exemplified in this area to show additional signaling ascension possible in both directions. These may be extended in alignment with the bands, or omitted entirely, since frequency of control is an aid to non-stop progression but not necessarily essential in all cases.

Greater spacing of signals is shown above 2t! street, where traiic platoons may become loneer, or cross flows may be made greater, or both.

The degree of predominance can again -be controlled by the extent and direction of ascension as for example by the choice of settings at '7 and 19 streets. The uniilled Stop bar intervals obtain a greater degree of downward predominance than the broken bar settings and predominance may be controlled by switching from one setting to the other. ln this way, the end or subordinate signals may be set to ascend either upwardly toward one major or downwardly toward the other, similarly in the separate groups, or shifts may be made as explained in relation to other viigures.

In low band employments, the split of the cycle does not generally affect predominance as in the case of upper band employments. The basic predominance is that of speed ratio and this is further regulated through signaling ascension of the subordinates toward the majors.

In the major step system alone, without subordinate ascension, total non-stop saturation in opposite directions may be reasonably similar, despite the unequal number of bands and regardless of the equation employed. The conductance and speed ratio then relate to one another.

The signaling sequence of majors and the speed ratios of trahc also relate directly to each other, in all low band employments. Accordingly, when a decision is made to use a low band employment, the major signaling sequence may be easily and quickly determined by selecting the opposite speed ratio desired, reducing it to lowest term whole numbers and adding the numbers together, as for example 30 to 401:3 to 4, adding to 7. The time intervals between majors would then be '3/7 cycle in the quicker direction and 4/7 return. Spacings and time cycle would Ibe separately derived. Any other speed ratio may be substituted. Because of this simple relationship, low band employments are not given repeated illustration.

Moreover, the platoons of the faster direction relate to the speed of the slower direction and the platoon number of the slower direction relates to the speed of the faster direction, as for example, 3 platoons at speed ratio 4, and 4 at speed 3, within each repetitive span, and this too is consistant in all low band employments when the distance traversed covers a repetitive span. This can be observed in the low bands of FlGS. 3 to l() by the D numbers as related to the speed ratios.

For purposes of comparison the FIG. 7B may be considered in the following convenient relations:

30 seconds to arterial Stop on X24 split. 140 seconds to the time cycle.

1%@ mile per major step.

36 miles per hour down.

27 miles per hour up.

FIG. 8 shows a 4/1 cycle major step, multi-band system, automatically complemented by 7/11 steps in the return direction. Analysis of this ligure and also the employment exemplied in FlG. 8A, parallel the explanations of previous figures, and in this light are self explaining. Two lbands are again check-marked for further illustration, namely, those indicated by the characterizing ret'- erences, ST, 2D and 3T, 1D.

Accordingly, the checa-marked bands carried into FIG. 8A are higher than those previously exempliied. The higher number of platoons to pass a given point in a cycle or time, here platoons, requires either a shorter Stop interval along the artery, or a longer cycle, therefore a 220 second cycle was exemplified, and the 30 second Stop split was retained for an operable comparison, in part, with previous ligures. Due to the higher number of 5T bands in the time cycle, the cycle must therefore exceed 5 the split, in this example 5x30, beyond which point the narrow bands widen, in relation to major sequencing. Accordingly, high T band einployments generally require longer cycles or narrower roads than in the cases of fewer T bands. The unusually long 220 second cycle was shown also for the convenience of the numbers, deviating in this respect from the more equalized comparisons of previous FlGS. 3A to 7A.

In this connection, it may be seen, in the FIG. 81A, that very high speeds for a given time cycle are obtained by the upper band employments of the higher equation numbers, here 7 -l-4=1l.

rCloser major signals are also in order as can be seen in the drawing, reducing the need for signal ascension toward major positions.

An example of ascension, however, was shown at lst street, and again the signals may be sequenced to regulate the degree of predominance. One manner of doing this was shown at lst street, by the unfilled bar setting to reduce the up traffic predominance, 0r the dotted bar setting to increase the up traffic predominance, when subordinate signals cannot be avoided. subordinates become less likely in higher band employments of higher numbered equations, where spacings are equidistant.

The FlG. 8A illustrates the high speeds which may be obtained, even where time cycles are of unusual length. It exemplifies the following relations for comparison with other systems:

30 seconds to arterial Stop.

223-' seconds to the time cycle.

1/0 mile, :center to center, per small block.

1/10 mile, center to center, per major step.

54 miles per hour lfor long, yfast platoons.

45 miles per hour for short, slower platoons, in the opposite direction.

Speeds may be reduced by shorter spacings between major steps. Signals may be in very close proximity if desired.

rln order to illustrate another characteristic of multiband operation, attention is redirected to the bands inherent within the system of FIG. 8A, as further reflected in the FIG. 8. Note the 2T, 3B bands and the 4T, 5D bands below those cheeked. When trail-ic is slow-ed in either or both directions, these lower progressive bands, always present and usable, automatically come into etlective control, and progress slowed tra'ic, in this instance, at 4A5 the speed or the higher bands. At the same time, the down platoons may increase from 2D to 3D within the distance cycle or proportionate thereto, and the up plat-cons from ll) to SD, until speed is resumed, without changes in the main signaling settings. The lowest -bands may progress at a walking pace.

Moving pedestrian walks are employable at the slower' progressive speed relations of central or lower bands. These may be confined to the sidewalks, with the pedestrians crossing the roads on foot, in which case the moving walk should proceed at a speed slightly higher than that of the band selected, in order to compensate for delays of a slower walking pace, or pedestrians may move slowly forward along the walk. Reasonable speed relations between adjacent bands may be seen in FIGS. 6, 7, 8, 9, and lt). In relation lto the central bands of FlG. 8, pedestrians on moving wall-1s, may generally `arrive during Go signals. In the lowest bands, as in FIGS. 6 and 7, they may arrive at majors almost simultaneously with the turning or the Go signals, since the lowest bands progress with adjacent majors in both directions.

FIG. ll depicts moving walks, and illustrates sidewalks at an intersection, and moving walks along street curbs. These walks may be in the form of belts, each belt being operated by a constant speed motor to produce, preferably, a speed slightly faster than that of the traflic band selected for use.

Multi-band systems can also process different kinds of tralic at didierent speeds, and the employment would vary with the system chosen. ln the selection of systems having a high number of available bands, parallel walks at different speeds may be employed so that passengers may step rst to the slower on boarding, and then to the faster if so inclined, and back to the slower before leaving the walk at any point.

Multiband systems are also useful to areas having bicycle riders or other forms of slow moving vehicles along with the fast vehicles, on adequately wide roads.

FIG. 9 employs an equation using two adjacent Fibonacci numbers. As in other figures, all procedures may be employed on a straight street as shown to the left. However, for a more thorough disclosure of multiband systems, very important to the science of traiiic-wise exchange, circular procedures and crossing radials, should be taken into extensive consideration, one reason being that the repetitive span properties are clearly revealed. This may be done with the preceding systems also. A proper explanation of trafiic controlling processes requires also an introduction of relating physical laws, to be set forth later in the discussion of FIG. 10, and at least a brief statement here, to reveal the signiiicance of these laws.

The FIGS. 9 to 9c illustrate the first traiic system herein to be reduced to practice. By spotting two-way progressive relations in an electric lighting sequence of simple lights, sequenced to the order of FIG. 9, constructed for the initial purpose of studying the nature of growth dispersal in botanical life, it became possible to add Stop and Go signals and vice versa to crossing directions, to form a multiband system which included predominant properties.

In automotive traiiic control, it is mainly the major sequential operations that control the traffic, but in natural interacting iiows, for example in the relation of atomic parts to each other, or any relation between parts on parallel orbits, as in the case of satellites nowing in like or unlike directions, such flows are trahie-wise in nature, and the comparatively stable, sequential positions at which the parts may pass, are a result rather than an initial control. It is the ow that eifectuates the cycle at major sequential positions, rather than the cycle which initiates the ow. It is the flow which etfectuates the relation of an equation, rather than an equation which determines the iiow. In some cases the expression is material in form, and traffic-wise procedures may be observed in plant life, since the very slow dispersal of new members from the growing tip of a plant are very frequently in the sequence of adjacent Fibonacci numbers, indicating related but enormously more rapid and involved actions in the basic particle parts. It becomes self evident that not only orderly action and interchange, but superior relationships are a prerequisite to sustained, pulsating life. The significant point here is that the same laws are inherently involved. Both iiow and sequence should be understood and cross studies are extremely revealing.

The Fibonacci summation progression O, 1, l, 2, 3, 5, S, continuing with two numbers always adding to the next, converging ultimately to the ratio of 1.618 to 1, was iirst noted by Leonardo da Pisa, called Fibonacci in the 13th century. He was the Italian who introduced the Arabic system of notation into Europe. This series of numbers was eventually related to plant geometries as was evidently known to Kepler in the 17th century. These numbers generally result when the spirals in a plut are counted. Braun (1835) and Schimper and Schwendener conducted botanical research into the subject in the 19th century, and A. H. Church and I ay Hambidge about 1900 to 1920.

Similarly, the progressing series 2, 1, 3, 4, 7, 11, was also observed in plant life and was considered anomalous. This has been termed herein the counterpart series.

However, it had not apparently been known that an exact counterpart relationship existed between the Fibonacci and the counterpart series, nor that their consistent and precise relation to pure geometric progressions, having constant multipliers of 1.618 existed. Direct association may be seen through analysis of the chart introduced in the description of FIG. 10. This relationship lends greater weight to the term constant, in consideration and use of the value.

The Fibonacci and counterpart progressions eventually converge to this constant, more precisely expressed later. However, so apparently do all other progressions similarly converge when similarly progressed. The 1.618 proportion, separately, was evidently known to Euclid of Alexandria in the 3rd century B.C., for example, to divide the circle into 5 parts.

FIG. 9 shows a traiiic system and time chart which employs the adjacent differential AD equation of 5+8= 13, which are numbers out of the Fibonacci progression. Ratios of adjacent Fibonacci numbers exhibit unique properties, not only in the multi-band relations obtained by the procedures of one equation, but in the steps between equations. The Fibonacci series commences with 0, 1, 1, 2, 3, 5, S, 13, 21, continuing with any two numbers adding to that which follows, and ultimately approaches the ratio of 1.618 to l, more precisely which is also the ultimate ratio of any summation series progressed by the addition of the last two numbers. All Fibonacci numbers would be comprised in the bands of a 1.618 to 1 major step sequence extended infinitely, because the inherent bands include all those at and below the Fibonacci level chosen, as may be seen in the FIGS. 9 and 9A, which show bands in the inverse D and T numbers of l, 1, 2, 3, 5, 8, obtainable in a 5 to 8 major AD sequence. See also FIG. 10. It is also of interest that the speed ratios of upper and lower band pairs are proportionate for a given equation in alternate equations as 2 to 3, or 5 to 8, or 13 to 2l continuing, as may be considered further in relation to FIG. 10.

The Fibonacci series crowds the ratio .618 to 1, which is the same as 1 to 1.618, quicker than does any other series, and the deviations are small and of systematic order.

FIG. 9 illustrates the trailic bands as in the Case of previous time charts, so as to provide extensive information with few non-crossing lines, revealing the character of the system.

FIG. 9A, however, shows most of the bands of FIG. 9, filied into the space of one time and distance cycle. The numerous lines will appear less confusing if any angle is selected and followed across, and it will be found that the T and D numbers correspond with the numbers of such bands in the Time and Distance cycles. Such bands coordinate to the extent provided by the cycle split restriction. Accordingly, all such bands coordinate, by a greater cycle split restriction than l/s. In other words the circular or arterial ilow is favored with over l/s of the cycle, to less than 1A; for radial or cross flow. The more equal the split is made, the fewer the bands which remain open, but as in other cases, the lowest bands are non-critical, in purely major steps.

FIG. 9B shows a repetitive span of the FIG. 9 system, placed in relation to a circle. In such an illustration it is clear that there need be no particular point of beginning or end to the system since the repetitive span or distance cycle is continuous. The mechanical plan MP steps, from 0 to 1 and 1 to 2, continuing up in numerical order, also cornes to View more clearly than in the straight line illustration. MP steps are closely related to top band procedures.

FIG. 9C shows the tratlic flows of the different bands by arrows upon the circles, as obtainable from 9B. These iiows may bc reconciled with the time charts of FIGS. 9 and 9A. In the six separate circles, the arrows are 

1. THE PROCESS FO PROGRESSING TRAFFIC ON A TWO-WAY STREET, COMPRISING THE SEQUENCING OF PREFERABLY EQUIDISTANT MAJOR CONTROLS IN TIME STEPS A IN ONE DIRECTION, COMPLEMENTED BY TIME STEPS B, UNEQUAL TO A IN THE OPPOSITE DIRECTION, A+B EQUALING THE TIME CYCLE, INCLUDING THE CONTROL OF OPPOSITE VOLUMES OF TWO-WAY NON-STOP TRAFFIC ALONG THE STREET, ON FLOW BANDS SELECTED FROM THE MULTIBANDS OBTAINING THROUGH THE UNEQUAL SEQUENCE OF A AND B, IN X NUMBER OF FLOW BANDS IN ONE DIRECTION WITHIN THE TIME CYCLE, AND Y NUMBER OF SHORTER FLOW BANDS SUCCESSIVE TO ONE ANOTHER IN THE OPPOSITE DIRECTION WITHIN THE TIME CYCLE, BY ESTABLISHING A CYCLE LENGTH GREATER THAN THE PRODUCT OF THE TIME APPORTIONMENT TO THE MAXIMUM STOP TIME INTERVAL ALONG THE STREET MULTIPLIED BY Y, OR BY SETTING THE STOP INDICATING TIME INTERVALS ALONG THE STREET, BELOW 1/Y SPAN OF THE TIME CYCLE. 